Cyclists or people on bikes?

I am not a cyclist. As Mikael Coalville-Anderson, author of Copenhagenize said:

 “I am just a modern city dweller, who happens to use a bicycle to get around because it is safe and efficient”.

I suspect that different countries and groups have differing terms to describe people who ride bikes. In the USA and to a lesser extent in parts of the UK, both with a dominant motor vehicle culture, “cyclist” is the term used; often conjuring up an image of an aggressive male rider dressed in Lycra. In Oxford the Copenhagenize description seems to fit better. 

The sad part is that when applying the term cyclist, this lumps together all people who ride bikes, most of whom are considerate of other road users and not at all aggressive.  That’s not to deny that there are some uncooperative and aggressive people who ride bikes. These are a small  minority. 

All “cyclists” are people, many of whom walk, drive and use public transport in addition to riding. Pejorative descriptions lumping people together under one heading are unhelpful. All are people, on foot and on bikes, people on buses and people driving cars; much the better terminology. It also emphasises that all are people and many of them are at one time or another may use all these modes of transport. 

The most vulnerable of these groups, people on foot and on bikes are frequently forced to share the same space allowing the potential for conflict. The paths created by Sustrans often are based on these groups sharing and, given the length of the National Cycle Network, by and large few problems arise.  Indeed the title, Sustrans, means sustainable transport for all, so most off-road paths are shared by people on foot and on bikes, people in wheelchairs, people on horses and little people being pushed in buggies. In Oxford, river and canal towpaths and some pavements are shared. Although often the space is too narrow for both groups to operate properly. It is only through goodwill and consideration that these paths work. 

Walkers and bike riders prefer when they are allocated separate spaces. This is not always possible, because motor vehicles are given the highest priority when it comes to space. Looking at countries like the Netherlands and Denmark we can see what can be achieved when people on foot and on bikes are given the highest priority. In Oxford there are some areas given over entirely to people riding bikes, such as the segregated cycle ways at the side of the ring road and on Donnington Bridge. The County and District Councils should construct more of these segregated spaces and push ahead with Low Traffic Neighbourhoods, where in residential areas “rat running” motor traffic is prevented, making it safer for residents, whatever their mode of transport.  

Perhaps the future of Oxford can be similar to Denmark, where all people on bikes fit Coalville-Anderson’s description of bike riders in the first paragraph.  

Roger Symonds 


Published in the Oxford Mail on Tuesday 17th March 2020 – Cyclox’ column, On “Yer Bike”

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Should wearing cycle helmets be compulsory?

I have noticed that many people cycling in Oxford do not wear helmets. Is this because people feel safe on Oxford roads? Or is the demographic predominantly young and less worried about crashes?

Whether or not to wear helmets has been a hot topic over the past few years, with Chris Boardman (former Olympic cycling Champion, now Cycling and Walking Commissioner for Greater Manchester and founder of Boardman Bikes), arguing for better infrastructure to protect people on bikes, rather than putting individual responsibility for safety on the victims of poor driving. 

Contrary to Boardman’s view, the Journal for the Royal Society of Medicine in 2004 published an article in favour of compulsion, citing a reduction in head injuries when people wear helmets. In Australia and New Zealand there has been a huge reduction in people cycling as a result of compulsory helmet wearing. Chris Boardman and others argue that far more people would die prematurely as a result of giving up cycling if helmets were made compulsory. Boardman quotes a study by Glasgow University showing that people who commute by bike almost halve their chances of dying from heart disease. 

Dr Ian Walker, a traffic psychologist at the University of Bath, using a bike fitted with an ultrasonic distance sensor to record data from 2500 overtaking motorists in 2006, found that “close passes” increased when he was wearing a helmet. He was even hit by a bus and a truck.

At present in the UK wearing helmets is optional. My partner and I always wear our helmets, a personal choice, which began on a number of bike touring holidays in Italy. Perhaps there is more of a case for children wearing helmets, but in my view the safest way to protect people on bikes is to build segregated cycle lanes, where people are physically separated from motor vehicles.  It should not be left to vulnerable road users to take precautions against careless  drivers.

Segregation will become even more important with the advent of “autonomous vehicles”,where problems may occur, not because of AVs, but because of the actions of human drivers of cars and bikes. Here in Oxfordshire, a centre for the development of AVs segregation will become even more important. In the Netherlands few people wear helmets because vehicles and cyclists are separated. 

The roads are safer in Oxford for cyclists than they are in many other cities, but there is plenty of opportunity to make Oxford into an even better city for people riding bikes and a UK leader in good cycling infrastructure. The aim should be to build infrastructure so that people can continue to choose whether or not to wear a helmet or not. In the Netherlands few people wear cycle helmets because people on bikes and motor vehicles are segregated.

I believe that the best way to keep people who ride bikes safe is for both local and National Governments to invest in segregated bike infrastructure, rather than make wearing cycle helmets compulsory. Better cycling infrastructure that encourages more people to ride bikes more safely (one of Cyclox’ strategic aims) would also improve air quality, benefitting the population as a whole.

A similar article was published in Cyclox’ column, “On yer bike” in the Oxford Mail.

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Bike Tourism – An opportunity missed in Oxford

My partner and I are recent Oxford residents and we love the city. We moved from Bath at the beginning of August 2019. One of the main reasons for the move was that Oxford is flat. Also we were impressed by the number of people riding bikes and the bike infrastructure. In fact Oxford is second of UK cities with 24% of journeys by bike. Cambridge is first with 38%.

Therefore it was disappointing to find that bikes did not get a mention in the Council’s Scrutiny Committee Review of Tourism in May 2019. Much was made of the lack of overnight visitors, yet nothing was said about encouraging visitors on bikes, despite the fact that they carry little with them, consequently will spend more here, are more likely to stay overnight and make no adverse impact on the environment. 

There was no encouragement to use Oxford as a base to tour the area. The many quiet roads and timeless little villages with cafes and pubs are a great attraction for bike tourers. For those who prefer hills to flat rolling countryside the Chilterns are close. 

Oxford has more to offer than beautiful buildings and museums.  The ethnic restaurants on the Cowley Road, the Covered Market, the Botanical Gardens, river and canal walks/rides, villages, such as Thrupp, Woodstock and Brill in the Chilterns with its windmill, (admittedly just over the border in Bucks) are within easy reach for bikes. However I have yet to see any sign of bicycle tourists in the City.

Bike tourism. Bikes in bags, with panniers, waiting for the train.

The report has missed an opportunity to promote Oxford as a bike friendly city for people to use as a base for touring. A small booklet, with basic circular routes might help. All interested agencies in the city and county, including the Universities and business must be brought together to provide a vision for the development of Oxford attractions if the city is to retain and improve its place as one of the premier visitor Cities in the UK. 

Public transport connections and therefore numbers of visitors, are good from London and from the west of England. Most trains from Bristol and beyond, since the recent timetable changes stop at Didcot, but from South Wales nearly all the trains to Oxford involve 2 changes. There used to be a direct service between Bristol and Oxford, so perhaps the councils should lobby First Great Western to restore this service and improve the connection with the west of England and South Wales.

I wonder what has happened to the scrutiny report, after it was presented to the council cabinet on 29th May 2019? How much progress has been made on the implementing the recommendations?

Oxford can promote itself as a sustainable city. Already many people accessing Oxford walk and ride bikes, use public transport and the Park&Rides. Future development and visitor strategies and action plans should aim to embrace and enhance this sustainable accessibility.

This was an article written by me for Cyclox’ in their weekly column in the Oxford Mail “On yer bike”.


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Riding a bike in Oxford

 My partner and I moved to Iffley in Oxford nearly three months ago. We had lived in Combe Down in Bath for the past 25 years. We had a number of reasons for moving to Oxford, not least among them was because Oxford is flat and there is a critical mass of people riding bikes, so this is a normal mode of transport for all ages. In our experience so far, most drivers are used to being considerate and careful around the many people on bikes. For us this has meant that riding our bikes has become a regular, every day activity.

This was not the case in Bath, where Combe Down is about 200 metres above sea level, so climbing this entire height occurred in the kilometre long hill (Ralph Allen Drive) every time that we went home on our bikes, often loaded with shopping. We both have low gears on our bikes, but this climb had become harder recently. I had restricted myself to climbing the hill once a week. Climbing in the Drive had never appealed to Nic anyway. Once off the hills in the City of Bath you have to take your chances on the busy roads with drivers not used to having to adjust to people riding bikes. Many of whom feel that people on bikes should not be on the road, and behave accordingly.

This attitude seems to be endorsed by officers in B&NES Council’s highways department, who do not see the point of taking road space from motor vehicles and building infrastructure for people riding bikes. Yet off road cycle ways are common, with the Two Tunnels path (mainly built by the cycling community and Sustrans the cycle charity whose offices are in the Bristol) ) on the old Somerset and Dorset Railway connecting with the Bristol/Bath cycle path (mainly built by Bristol City Council and Sustrans 30 years ago, being their“jewel in the crown”).

Old Combe Down Tunnel. Over 1 mile long. On the Two Tunnels path

These off road leisure routes are shared by people walking and on bikes, with few problems. There are other shared routes along the Kennet and Avon canal, but until officers and councillors change the attitude of putting “traffic flow” before all else, people riding bikes will never be able to use bikes for everyday shopping and commuting. CycleBath, the cycle campaigning group is very active in lobbying councillors and some of the present new Cabinet members are keen to develop cycling in the City, so there is more hope of cycling improvements than ever before.

In Oxford we have noticed that there is some infrastructure for people riding bikes. In particular at Donnington Bridge, where there is access to the Thames Path, in itself a shared path running into the heart of Oxford. On the bridge, road space has been taken to provide a double width segregated cycle way on one side of the bridge, with physical barriers, and a single white broken line painted on the other side of the road.

Donnington Bridge segregated cycle lane

Throughout the city there are cycle lanes on many roads. They are mostly just markings on roads, but space has been given to people riding bikes with space for two vehicles and no more, the resultant space gain making it possible to have cycle lanes.
Sadly the cycle lanes are mostly marked  with broken white lines, meaning that they are not enforceable, so drivers regularly park across them. Although even with a wide cycle lane on one side of the road, On Donnington Bridge and on the approaches to the bridge, there is another cycle lane on the other side. It is only a broken white line, but still a useful

Not such a good Lane,but still something on the bridge

piece of infrastructure for people on bikes going towards the railway station or towards the ring road.

This is not a route we often use because we live very close to the Thames at Iffley Lock to the south of Donnington Bridge. The Thames path, accessed at Iffley Lock is shared and is quite wide enough for Bikes and people. By the path it is about 20 minutes to the Railway Station.

Leaving bikes at the Railway Station is easy,as there are masses of cycle stands there. In fact there are stands across the city, so bikes can usually be locked to a cycle stand unless they are full up, which sometimes happens, following the mantra from Field of Dreams of “if you build them, they will come.” Many people have cycle stands in their front gardens too. It is also usual to see parking spaces on roads taken to provide space for bike stands as shown in the photo below.

Bikes at Oxford Station

Although we recognise that there is more to be done here, we are not disappointed with our ability to cycle in Oxford. Getting on our bikes for shopping, for eating out, visiting friends and for entertainment has become normal. It was never so in Bath. There is of course much more to be done for bikes in Oxford and

Road space taken for bike parking

consultation has just ended on a new a Transport Strategy for Oxford. A quick easy win would be for the County Council to change all cycle lane markings to continuous lines, which could then be enforced.

In Oxford, as in Bath there is a campaign group to promote bike riding. In Bath the group is CycleBath and in Oxford, Cyclox. We have taken up membership of Cyclox.

Perhaps the time has come for riding bikes to be given its rightful place as a sustainable transport method in these days when there is great concern about Air Quality in cities.

Our verdict on cycling in Oxford, where there is a critical mass of people riding, is good, but with 24% of commuter trips by bike, still lagging 14% behind Cambridge so there is still room for improvement.





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Chew Valley Lake Recreational Trail

Lovely view across Chew Valley Lake from the Sailing Club

In October 2013 I published a highly critical blog post about Bristol Water’s (BW) attitude towards constructing a shared path round the perimeter of Chew Valley Lake, available to people on foot and on bikes.

I had been taken on a tour of the lake by Bill Blyth, the chair of the Chew Valley Recreational Trail Association (CVRTA).  Bill showed me how it would be possible to build a path around the lake. The resulting blog post was picked up by BW’s Publicity Department and a meeting followed between BW, Bill and myself at Woodford Lodge.

We found the people we met, quite new to BW’s staff, to be positive about getting better access to a path around the lake, but communication fizzled out after a while without any further progress.

However, just this week Bill rang me to say that there has been a partnership set up between Bristol Water, B&NES Council, MendipHills AONB, West of England Rural Network and Sustrans to deliver a Recreational Trail. A planning application is at present out for consultation.  The Project went to the Chew Valley Area Forum in May and an application for funding will be made to the Rural Tourism Infrastructure Fund in September.

I have no doubt that Margaret Wilson, Bill Blyth and various committee members of CVRTA who kept the idea of the Recreational Trail alive since Margaret thought of it in 1999 are very pleased.

It now seems that Bristol Water’s management is sufficiently supportive for this trail to be put in place.

The trail will be  a great attraction to many people and Bristol Water should be commended on its changed attitude to making a lake path available to the public.

There is a community consultation drop in on the plan at the Children’s Centre, Chew Valley School from 4pm to 7pm on Thursday 28th June 2018.

To take part in a survey go to :

The results of the survey will go into the Planning Consultation.

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Trains and Bikes and Planes – a cautionary tale of taking bikes to Italy

It must be the travelling cyclists’ worst nightmare – to arrive at a foreign airport with a damaged and unrideable bike. That’s what happened to my partner Nic and I in Bologna in 2004. One bicycle had no stem or saddle and the other a buckled back wheel. The prospect of riding standing on the pedals for three weeks did not appeal and in any case Nic’s back wheel was so buckled that it took a great deal of effort even to push it.

We decided that the damage was caused by a car lover/bike hater baggage handler throwing the bikes into the aircraft hold and then dumping massive cases on top of them.

We had travelled by British Airways from Gatwick, where BA staff were relaxed about transporting bicycles– no-one behaved as though we were two-wheeled aliens just landed from the planet Zog, as is often the case.

In 2002 despite the initial disbelief of KLM staff, our experience  flying from Cardiff (via Brussels) to Rome had lulled us into a false sense of security. The bikes arrived in Rome, even after transfer from one aircraft to another in Brussels, without damage, but in 2004 and 2010 Flying from  Gatwick and from Bristol Airports, it was a different story.

I suppose we should have realised in 2004 that there could be a problem, when the bikes were sent down on the narrow conveyor belt to be loaded with all the other luggage. In Bologna they were returned in their damaged state on the luggage carousel. In 2002 at Cardiff and Rome airports they were accepted and returned through a special ‘bulky luggage’ gate.

Our laid-back travelling philosophy when riding in Italy was to book flights and insurance and to have a general idea of where we were going, but trying to be cool with two broken bikes and no accommodation at 6pm in Bologna airport, was an effort. It took another hour to report the damage and the missing bits, before we managed to book accommodation near Bologna Railway station and to get our busted bikes on a bus.

Not the best start to three weeks cycling in our chosen destination – the Salento coast, Puglia – the heel of Italy. However, later that evening our problems seemed to lessen after a pile of antipasti, a plate of pasta, and a carafe of ‘vino locale’!

The following morning we pushed our bikes the one kilometre to the nearest bike shop, only to find the sort of bike shop common in England in the1950s and 60s. To be fair they were more interested in servicing Vespas and Lambrettas than bicycles.

They could do nothing with Nic’s buckled back wheel, nor did they have a stem and saddle to fit my bike. Just as we began to feel helpless and worried the manager of the shop directed us 200 metres down the road to a cycle shop reminiscent of John’s bikes or Avon Valley Cyclery in Bath.

Here my saddle was replaced inside 20 minutes, and even though we were told that we would have to wait three days for a new wheel for Nic’s bike, we were relieved and we felt confident that the owner, a former competitive cyclist judging by the photos on the shop wall, would be as good as her word. In fact the wheel was ordered, delivered and fitted in two days.

Our plan was to catch a train from Bologna to Lecce, centre of Baroque architecture in the heel of Italy, and from there cycle around the Salento Coast, before getting the train back to Bologna.

Bikes in bags, with luggage. Is this the best way to fly with bikes?

However, when we tried to book on trains that catered for bikes, we found that we would have to make seven changes and the journey would take two days. Only some Italian trains could at that time accommodate bicycles, so at this stage we did begin to wonder whether we would ever get to our destination and begin our cycle touring.

We were obviously just very lucky In 2002 to travel by train from Rome to Naples with bikes in just a few hours.

Eventually we decided to buy bike bags, so we could dismantle and pack away the bikes. We would then be able to get on to Eurostar Italia and get to the south in a matter of hours , rather than days. I returned to our friendly local bike shop and sure enough they kept bike bags in stock – once again it looked as if we might get to the Salento after all.

We spent three great days in steaming hot Bologna – definitely ‘bike city’ – flat with wide paved avenues and plenty of pedestrianisation/bike/public transport around the central ‘due torre’ area, where two wheeled vehicles outnumber four and the buses were all spanking new.

On Friday morning we arrived at the railway station to board the train to Lecce. The train was due to leave from platform nine, so that was where we took the wheels off our bikes, removed the panniers, turned the handlebars parallel with the frame and stored the frame in the middle of the bag with the wheels on either side. Bags and bikes are very heavy, unless you have ultra- light expensive models – ours, named ‘Bicci and Roadie’ are solid worker touring bikes.

With an earlier train stuck at platform nine 15 minutes after it should have left, we speculated on the chances of a platform change and agreed that this would fit with our luck so far.

Sure enough our train rumbled into platform six, signalling a rush of passengers into the platform subway. There were no lifts from subway to platform. Imagine having to carry bike bags and four full pannier bags from platform 1 to platform 2 at Bath Spa station in two minutes and you have some idea of the struggle we had to catch the Eurostar to Lecce. I’m sure my bike is heavier than Nic’s because she seemed to manage the transfer with ease while I struggled to stay upright! We just about made it and were at last on our way complete with working bikes.

After staying in Lecce for one night we decided to start our ride from Gallipoli, a short 40 minute train ride away. We were told at the station that the local train we were to take would carry bikes without having them in bike bags.  No one had told the train manager so we had once again, to dismantle the bikes and put them in the bags.

Nic in the south of Italy

Just over two weeks later after some wonderful riding around the Salento coast, from Gallipoli, to Torre San Giovanni, past Santa Maria di Leuca the southernmost point of Italy, Tricase Porto, Santa Cesarea Terme and its cold water spa, Porto Badisco the easternmost point in Italy and Otranto, we cycled into Lecce in the hot evening sunshine for the night train to Bologna.

Right at the start of our ride at Lido Conchiglie in the last steaming hot days of August, we spent time on the beach and in the sea, with three nights spent at the edge of the Mediterranean eating raw mussels, clams and giant clams, all uncooked, grilled octopus and cuttlefish and drinking the ridiculously cheap, but very pleasant “vino locale” all served by the local barbeque chefs in a taverna with white plastic tables and chairs and paper table cloths.

No standing on ceremony here in an eating place reminiscent of the ‘kiss me quick’ seaside resort cafes still to be seen in traditional British seaside resorts, but the quality of the food and wine set it apart from these.  This is still one of the most memorable places where we have eaten.  In fact we ate at this fish “cafe” three nights in a row.

Me in the south, one pannier containing a bike bag

The stay in Lido Conchiglie was the beginning of two weeks of cycling through olive groves and along the coast. Sometimes following the Giro d’Italia route at our, by comparison with a “Grand Tour”, snail’s pace.

This, our second cycling holiday in Italy, once we had reached the Salento, had been fantastic. We didn’t ever look upon our cycling holidays in Italy as an endurance test. We stopped when and where we wanted to for as long as we wanted and always met friendly, welcoming local people.

On our return train journey from the south the bikes were snugly bagged for the train, when the conductor said, ‘no bicci’! Apparently there was no room even for the bags. We insisted that the bags were not bikes, but simply luggage. After some consultation with Other train staff, the conductor directed us to a couchette used for storage of bedding, where there was just about enough room for the bike bags.

The return flight presented no problems with the bagged bikes when we arrived at Gatwick and our time for reassembly was down to about 10/15 minutes. The train journey back to Bath (via Reading) was also without incident.

This is a cautionary tale as far as travelling with bikes is concerned, but there is still a distinct lack of advice about getting bikes on aircraft. BA takes bikes free, but as we discovered there seems to be no special handling for them. Advice from bike shops varies from putting them in ‘bike boxes’, in cardboard boxes, or in plastic bags, or not in anything at all. No one seems to know what to do with bike boxes once you get to your destination.

Maybe it’s better for the bikes to be seen so that it is obvious that they are bikes – not something we would  advise, or should they be covered in cardboard or installed in wooden bike boxes, if they are available? There is little advice given by the airlines, and you get the impression that although massive surf boards and sets of golf clubs are OK, they would rather throw the bicycles out over the channel.

While we were cycling we met a group of Italian cyclists who were riding from Santa Maria di Leuca (Lands End) to Rome in ten days, to make the local authorities along the route aware of some of the problems cyclists have in Italy. They invited us to join them and were very impressed with our National Cycle Network and how most British trains are able to take bicycles, albeit in limited numbers. Services in the UK for bikes are not perfect, but they could be a lot worse.

However, a conductor on the train to Brighton in late September in the same year ordered us off the train at Bradford on Avon and threatened to call the police when we refused, because there were three bikes in the designated bike area rather than two.  This intransigence tends to be the exception rather than the rule!  The problem was solved by a commonsense station manager and we were able to continue on our journey.

However, most train companies have joined the anti-cycle lobby in banning bikes on some trains and insisting on booking on those where they are allowed. Booking is now normal practice on intercity 125s.

It would be much better if trains were designed to carry more bikes in the UK than in present rolling stock. I recently travelled from Bristol Temple Meads to Cardiff and at one stage counted seven bikes in the carriage.  There could be areas where bikes could be hung by the front wheels if space was provided.

However, despite all the obstacles that arose on our touring holidays, although unwelcome, none were insurmountable and did little to detract from our overall enjoyment of the holiday. Nic and I decided that we would fly with bikes again, but we will definitely take our bike bags, despite having to cart the bags around with us for the whole holiday. We might even consider lighter bikes!

Roger Symonds and Nic Rattle 27th August 2004

The Post Script to this piece on travelling with bikes is that in all we holidayed with bikes in Italy five times, completing riding the coastline of the “boot” of Italy and riding in Sardinia. Our last holiday was in 2010 where my bike suffered a broken “hanger” which enables the gears to work by attaching them to the frame, both at the beginning of the holiday and at the end.

Brilliant cycle shop and mechanics that saved
our holiday in 2010

It was only through some innovative cutting and filing by a lovely Italian bike mechanic in a bike shop in Reggio that we were able to continue our holiday.

At the end of the holiday I watched while a baggage handler at Bristol airport threw my bike bag from one end of the baggage truck to the other.  Breaking the part so brilliantly made up by the Italian bike mechanic, so maybe the damage at the beginning of that holiday was also caused in Bristol.

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Cycling’s role in improving air quality in Bath

This is the problem, though Bath is not quite this bad.

Bath’s new MP, Wera Hobhouse recently held a “Bath Briefing” and invited local representatives to give their views on congestion and pollution in Bath.

Sadly there seemed not to be any experts in sustainable transport making presentations.  We do not have to re-invent the wheel, other places have built infrastructure and reduced car use, so why not use their experience to make transport safer and less damaging to health.  Well done Wera for highlighting pollution and congestion though.

Despite all the supportive words over many years and a Transport Strategy that prioritises walking, cycling and public transport (Active Travel), there does not seem to be Political will from any of the Parties on the council to grasp the problems and look for radical solutions.

In my view if councillors and the MP are determined to address the congestion and pollution problems in the city, outside experts, such as Gehl Associates or an equivalent experienced  company, should be commisioned to write proper cycling and walking strategies accompanied by action plans, if “Active  Travel” is to play a part.

Launch of successful hire bikes in Bath.

Many people now accept that people riding bikes can have a positive affect on traffic congestion and air quality in Bath.

At long last Government seems to have accepted that poor air quality in cities claims lives prematurely.

As far back as the 1940s John Betjaman, the former poet laureate, who loved the city and took an interest in its problems, identified a future of congestion and pollution, as car ownership increased.  How right he was!  I can imagine that if he were still alive he would campaign for action to deal with the loss of lives to pollution and the damage caused to his beloved buildings, by vehicle emissions.

Until the 1960s riding bikes for getting to work/school and for leisure was the choice for many people. I can remember as late as the 1970s hundreds of workers on bikes from Stothert and Pitt Ltd taking over the lower Bristol Road, as they exited from the crane makers works across Victoria Bridge, at the end of the day.

In those days there were fewer cars on the roads and most people’s first means of transport was to walk or ride a bicycle or catch a bus. From the 1970s into the 21st Century Bath and most of the UK has been in the grip of a “car culture.”  It is only in recent years that many people have again accepted that riding bikes can contribute to movement around the city without causing pollution.  Still around 30% (a consistent number over some years) of people walk to work in Bath.

Surely addressing the “school run” should be an early priority.  Many parents drive their children to school despite today’s children being our least active generation ever.  You have only to look at the congestion caused by the “school run”, illustrated by the lack of traffic during the school holidays, to see the affect this has had on pollution and congestion.There is a vaste difference in the amount of traffic on the roads, when the private schools and the state schools, are on holiday.

Funding for “safe routes to school” is much reduced, yet there are many children who would like to ride their bikes to school and many parents who would let them if only the roads were safer.  There are many health and independence benefits for children walking and cycling to school.

We have seen some notable successes in the promotion of cycling here in the city, at a time when electric bikes are becoming very popular.  Bath is one of the few small cities in the UK to have hire bikes on the streets, which pay for themselves.  We have done well with establishing “off road” shared paths for people on foot and on bikes, such as the very successful Two Tunnels Greenway community project and its connection to the very well used Bath/Bristol railway path.

Inside the Combe Down Tunnel

There are enforceable 20mph “signs only” limits in place across the city’s residential streets and in the city centre.  There are many more cycle stands in the city centre, “Wheels for All Bath and West” is a project  here that helps everyone to cycle.

Part of the canal towpath has been resurfaced and a shared path established across fields from Bathampton to Batheaston, with a new bridge over the river, making it better for people on foot, on bikes and in wheelchairs to move between these two villages.

Shared paths have been established at Rainbow Wood, the Globe Straight and for part of Wellsway.  The path between Combe Down and the University of Bath has at last been completed.  Cycle contra flows for bikes are in place in Westgate Street,Wood Street, Widcombe,  and The Avenue and The Firs in Combe Down.  The annual sponsored Bike Bath Cycle weekend of varying distances, is in its seventh year, stages of the tour of Britain have begun and finished in Bath in recent years and an off-road cycle track, funded by British Cycling, has been built in Odd Down.

More cycle stands in Southgate – always full

The city even hosted “Sky Ride” for a few years.  Even though these achievements have increased cycling greatly, there has been no corresponding increase in infrastructure on our roads.

Most people want to be able to ride the most direct way into work when they are commuting and the most direct route is usually on the roads. At present they have to compete for space with drivers of motor vehicles, so the only solution to this dangerous activity is to provide on road segregated cycle lanes, if we really want more commuters to cycle into and around the city.

Despite all of the “soft” improvements and an appetite by more local people to ride bikes, there is still a refusal by councillors and officers to reallocate road space from cars to bikes, in order to provide safe, segregated cycle lanes.  It seems that the council is more comfortable in providing for motorists, leaving people on foot and on bikes to share much smaller spaces.  Surely there is enough evidence in health and fitness benefits and improvements in air quality for a responsible council to build segregated cycle lanes on our roads.

Judging by the take up of the hire bikes and stands the “if you build it they will come” attitude to cycling infrastructure on the roads will be very successful.

I believe that the city needs experts with a proven track record to write an action plan for walking and cycling, but there are actions that can be taken now to restrict access to the city centre for private motor vehicles, giving more priority to people on foot, on bikes and in buses.

We often hear the excuse for doing nothing is that there is not a satisfactory bus service and no Park and Ride to the east.  Well we  are where we are with these two issues and we have to make the best of it.  However, there have been improvements in the bus service in recent years, such as “Real Time Information”at some bus stops, which tells people waiting for buses the length of time before the bus arrives.  There is also an App., which enables passengers to pay their fare by mobile phone.  The long needed extension to the bus lane out to the Batheaston roundabout has reduced delays for buses on London Road.  There are also other areas where bus lanes would make a difference to delays.

Despite these improvements fares are still expensive and buses are still delayed by the number of private vehicles on the roads.  P&Rs to the west, the south and the north are still not fully utilised by motorists.  Until more people use the buses and delays are minimised the service will not improve.

There are some actions that the Council can take now that will improve air quality and reduce congestion.

  • All on street car parking should be removed from main roads and the space released could be used for on road, segregated cycle lanes and residents parking.
  • A delivery policy, which limits the times that trucks can enter the city to deliver.  Often in other cities deliveries can only come in early or late in the day, therebye avoiding the delays to all traffic caused when two large vehicles travelling in different directions meet in streets such as George Street.  The Council used to share a scheme with Bristol, which saw goods delivered to a depot in Avonmouth and brought into the cities by a smaller, electric vehicles, h0wever this scheme has been discontinued.  Sadly because there was no limitations on deliveries, the incentive for companies to use the scheme was not there.
  • A Coach Management strategy would also avoid having coaches drop and pick up their passengers at Terrace Walk, which was only intended as a temporary measure until a strategy was in place.
  • Weight limit enforcement  This is the responsibility of the police, but many councils have requested Central Government to allow them to enforce local weight limits.  So far Govt has refused to devolve this power in England despite devolving to Welsh councils.  The Council could work with police to enforce.
  • Milsom Street could become buses only, with designated hours for deliveries and a rising bollard at the north end, to allow buses  and some other authorised vehicles through. The small car park off Broad Street could be used entirely for people with  blue badges.
  • Private motor vehicles could be banned from using Dorchester Street, with “no entry” signs at both ends.  Access to the railway station and Manvers Street car park can still be obtained via North Parade and Manvers Street or for the railway station only, at the drop off point in Widcombe.
  • Queen Square (the most beautiful roundabout in England at present) should have two or three sides closed to traffic.
  • Kingsmead Square should have vehicles banned.
  • Extend the bus gate at Northgate Street to Saracen Street and make this street two way.  This would enable the lower end of Broad Street to be for people on foot and on bikes and access at certain times for deliveries.

The last three bullet points could be done on a trial period, say for six months, to find out if they work and to iron out any problems.

There is no doubt that radical action needs to be taken if lives are to be saved by reducing pollution.  People’s health can also be improved by making it easier and safer for “Active Travel” to be attractive.  If streets are made safe for people riding bikes many more will cycle, in particular children.  This can only be achieved by restricting use of the car in the city and freeing up road space for people riding bikes in protected, segregated cycle lanes.




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Scrutiny report on 20mph Speed limits is premature

Campaigning for 20 mph limits in Come

The Government has just published a “Cycling and Walking Investment Strategy” and within this strategy is a notification of a report into speed limits is to be published at the end of this year. The strategy states:

“In order to assist local bodies in their determination of the role of 20mph and 40mph zones and limits, the Department has commissioned Atkins, AECOM and Professor Mike Maher from University College London to carry out a research project into the effectiveness of 20mph speed limits, with this study due to be completed by the end of 2017. The study will consider a range of outcomes, including speed, collisions, injury severity, mode shift, quality of life, community, economic public health benefits and air quality. It will also examine drivers’, riders’ and residents’ perceptions of 20mph speed limits and assess the relative cost/benefits to specific vulnerable road user groups, including cyclists.”

This report is much more comprehensive than the B&NES Scrutiny report, and goes much wider than the local report that I critiqued in a previous blog post.  Surely it makes sense for B&NES to wait until this national study is published before doing its own review.

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20 mph speed limits review

Campaigning for 20 mph limits in Combe

B&NES Council has carried out a review of “signs only” 20mph speed limits.  These speed limits, mainly on residential streets, were put in place by the last Liberal Democrat Administration from 2011 to 2015.

20mph speed limit “zones”  had been put in place in some areas in previous years, but in these small zones physical measures to reduce speed, such as speed tables, had also been built.  These physical measures are expensive and were often unpopular with bus companies and with local residents, so for reasons of finance they could not be implemented throughout the council area. The total cost of £871k to place 20mph speed limits on all residential streets (except in Midsomer Norton, where the consultation showed a small majority in favour of speed limits, but all local and parish councillors opposed – so speed limits were not implemented) is in my view good value for money.

In some areas, such as in Combe Down village “advisory” green signs had been put in place, but these, unlike the red circle “signs only” limits could not be enforced.

It is worth stating here, the principles behind the “signs only” initiative  when it was implemented in 2011:

  • “Signs only”20mph speed limits can be enforced and people travelling above this limit, just as with the 30mph national speed limit are breaking the law
  • a child struck at at 30mph is unlikely to survive, at 20mph there is a chance of survival
  • the main objective of 20mph limits is to restrict speed, even if the limit is still being exceeded
  • drivers are given the responsibility for respecting the people who live in residential areas and adjusting their speed so that they are able to stop if children are playing
  • although the police do enforce, resources make this sporadic
  • the onus is clearly on drivers to obey the law
  • many drivers in a 30mph limit drive on that limit, which is often far too fast for safety of people, and particularly children, on foot and on bikes
  • 20mph limits are a small step towards a change in culture
  • Signs only speed limits are popular with local people, who don’t like speed tables
  • Consultation was carried out with all residents and 20mph limits were only implemented where local residents wanted them
  • one of “Cities fit for Cycling” Report essentials, for safer cycling
  • in residential streets with 20mph speed limits children are more likely to play and contaflows for people on bikes can be implemented

The report going to the scrutiny committee, which deals with transport matters seems to be pretty negative about 20mph “signs only” speed limits.  Yet the report admits to a reduction in speed in the sample streets of 1.3mph.

Contra flow sign in Combe Down

Sadly, where the report finds there has been no reduction or a small increase in “crashes” it takes the usual motor vehicle view of blaming people on bikes and on foot. In the report it says about a slight  increase in crashes in a few streets:

There is no simple explanation for this adverse trend but it could be that local people perceive the area to be safer due to the presence of the 20mph restrictions and thus are less diligent when walking and crossing roads, cycling or otherwise travelling.”

This blaming the victims is nothing short of disgraceful in a committee report.  Any crashes resulting in injuries to vulnerable people are usually the fault of drivers and in are often serious because of the vulnerability of people when compared to tons of metal.

The council is fond of quoting extracts from Dept for Transport circulars where it suits them, but the following, issued in 2014, does not feature:

“Major streets could be subject to 20mph speed limits where there are or could be, significant journeys on foot and/or where cycle movements are an important consideration, and this outweighs the disadvantage of longer journey times to vehicular Transport”.          (Dept of Transport Circular)

So here the DfT was promoting the expansion of 20mph limits on major roads, where appropriate.  This does not fit the conclusion reached by the Council’s report to scrutiny of course:

d) Overall, the speed limit programme in B&NES seems to have provided little in the way of persuasive argument for continuing the programme into the future.”

I really don’t understand this, the 20mph programme has been completed and apart from a small number of adjustments, where a street has been missed or a street has proved inappropriate to a 20mph speed limit.  It seems that this review does not recommend any further action.

I feel that I must mention the terminology used in this report.  Here “road accidents” is used, when “road crashes” would seem to be more appropriate.  For instance the awful crash in Weston village, causing 5 casualties is referred to as an “accident” when the driver of the truck ignored a weight limit sign and the vehicle was proved to be deficient in many safety aspects.  This should certainly not be referred to as an accident – it was a wholly avoidable crash, resulting in fatalities.

PS. more information on 20mph speed limits can be found on Rod King’s web site 20splentyforus on the right of this post

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Recovering from a hip operation

Although not directly linked to cycling my recent hip replacement has an indirect connection to when I fell off my bike and broke my left femur, nearly 4 years ago.  I then had a “dynamic hip screw” inserted, pinning the femur into the left hip.  In recovering from that injury too much strain was put on my right hip, which has now resulted in a full replacement almost 8 weeks ago.

Hip replacement is a common operation these days with something around 98% success rate, so I thought it might be useful to document my recovery for people who might experience a replacement in future. It is a major operation. I chose the Circle, a small private hospital close to Bath, as the main NHS hospital the RUH, had stopped doing routine hip and knee replacements.

The NHS pay private hospitals to do the surgery and set a time limit for the operation to be done (18 weeks now extended to 22 weeks) and fine the hospital if it doesn’t do the surgery within that time limit.

I had attended a clinic in February, where the details of what was needed to aid recovery was recorded and would then be delivered later.  A booklet advising what could be done when, during the recovery.  Exercises were listed to be done prior to the operation.  The equipment, raised toilet seat, fixings to raise a chair and the bed, along with a “tea trolley” to move eating materials from the kitchen to dining room, were delivered the following week.  Later on I also had a seat delivered to enable me to get into the bath, in order to shower.

I received a telephone call on 5th April, telling me that there had been a cancellation and did I want to have the operation on the following day.  I jumped at the chance and so I had little time to think about it.

For the recovery period patients must not allow the body to go beyond 90 degrees when bending from the waist. Hands must not go below knees.  To dress and pick things up from the floor patients are issued with an instrument that can only be described as a “litter picker”. This is invaluable.

Two things made me anxious:  sleeping on my back for 6 weeks and having a catheter fitted.  Subsequently sleeping on my back has been difficult, but alternatively you can turn on the good side with a pillow between your legs.  I don’t know when the catheter went in, but it was not uncomfortable and was removed before I came home, no problem.

Although a major operation it can be done though a local anaesthetic.  The back is injected and everything below the waist goes numb, but I knew nothing until I came round an hour or so later.  Because I had a local anaesthetic I felt awake and there were no after affects that sometimes accompany a general anaesthetic.

The remains of the anaesthetic doesn’t wear off for a day or so, then there was a need for pain killers.  As soon as you are able to walk with sticks and do stairs you can go home, so I went home on Saturday.  Here we only have a shower over the bath and it was impossible to get into and out of the bath right away.  Luckily a neighbour has a walk in shower on the ground floor, so every couple of days, I was able to use that, as well as a strip wash on other days.

In the first few days at home I felt the lack of a shower, but also I needed to get out and do normal things and to see that the world was still operating.

The first week was uncomfortable and I needed painkillers, including some codeine, with a laxative to prevent constipation.  For the first couple of weeks someone has to be in the house all the time.  Nic had some leave to come and combined that with working from home to be around.

The sleeping on my back was a problem, but I usually managed a few hours each night.  I also found it difficult to concentrate, even to read, so I reread the Philip Pullman trilogy, His Dark Materials, much of it during the night. By the time I had finished these, I then went on to Jo Nesbo and “Bike Nation” by Peter Walker.  As I recovered TV played a gradually more important role.

It took a few weeks for the bruising to come out, but the ache from this went and could be controlled with pain killers until that time.

My appetite returned after a few days and by the end of the Jo Nesbo book I was able to concentrate much more.

At my 6 week check up some of the restrictions on movement were lifted and I am now able to work on bending the leg beyond 90 degrees, I can drive and also ride my Brompton.  Got rid of the recovery aids in the seventh week and am able to use the shower. I am  now walking without sticks.


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